MIDLAND GLIDING CLUB
NEWSLETTER
Number 96 March 2002
Chairman’s
Contribution........................................................................................................................................................... 2
Fleet Improvement...................................................................................................................................................................... 3
Your Club Needs You................................................................................................................................................................ 3
Parachutes................................................................................................................................................................................... 5
John Hickling.............................................................................................................................................................................. 5
From the Flying Field................................................................................................................................................................. 6
Notice Board: Dinner,
Rockpolishers, Club Weeks, Task Week....................................................................................... 6
Thoughts on Newsletter Feedback......................................................................................................................................... 7
Total Energy Systems in Gliders.............................................................................................................................................. 8
For Sale........................................................................................................................................................................................ 8
Gold Height at Last.................................................................................................................................................................... 9
A Cautionary Tale.................................................................................................................................................................... 10
Field Landing Training 2002................................................................................................................................................... 10
MGC Questionnaire Results January 2002........................................................................................................................... 11
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Please send Newsletter contributions to: John and Ann Parry Holly Cottage Wentnor Bishops Castle Shropshire SY9 5EE Telephone..01588 650379 Fax.………01588 650596 Email……..John.Parry@Virgin.net |
Club Details: The Midland Gliding Club The Long Mynd Church Stretton Shropshire SY6 6TA Office Telephone......01588 650206 Office Fax.................01588 650532 Members Telephone..01588 650405 Email……………….office@longmynd.com |
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Club web
site: www.longmynd.com |
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Julian Fack
By the time you get to read this the club will be back in seven day opening mode, so the season has started! The Dutch club who had such a superb week two years ago, and who had to cancel due to foot and mouth last year, are returning the first week in March, with a large Oxford group visiting the following week. Dave Crowson and his helpers will have remodelled the kitchen by then, a long overdue operation.
Another overdue change is that JGJ will have two new canopies fitted, so do take care of them. Remember that you should never touch perspex unless there is no alternative. The reason is that sweaty fingers make sticky marks, which in turn attract dust, and dust is the enemy of all clear plastics. If you do need to clean a canopy, make sure you use plenty of water to remove dust and think at all times how to avoid scratches. Remember that the lives of the pilots depend on being able to see out clearly, and a scratched canopy is almost opaque when facing a low evening sun.
Colin will have rebuilt and modified the retrieve winch to incorporate a braking position on the operating lever, which will remove the wailing noise as the belts take up the drive, and also make maintenance much easier in future.
Jon Hall was elected to the BGA Executive during the BGA AGM at Nottingham, where MGC member Lembit Opik MP gave a very amusing talk in which he implied that there was no other club but the Midland GC worth mentioning, and that the K8 was the only glider in the same category.
It is to be hoped that Jon Hall’s BGA election will not distract him from his duties on the committee, where he does some outstanding work on marketing and promotion. I mention this because he will be to the forefront in our battle to regain lost ground due to foot and mouth.
The treasurer has pointed out that our flying membership has declined by about 25% in three years and we cannot sustain that situation as well as maintaining our current standards. Therefore the committee has decided to make even more strenuous efforts than usual to recruit members this coming spring. Very soon you will notice all sorts of initiatives and adverts towards that end.
Due to outstanding work by the committee, and also due to the heart-warming co-operation we received from all the staff during the disastrous 2001 season we are in a reasonable position financially, but current membership numbers will not allow that situation to be maintained in future unless we either cut costs, which means cutting facilities, or increase membership to increase revenue.
The treasurer has decided not to increase prices in most cases this year, in view of the disastrous season last year, when you all did your bit to support the club through those difficult times.
A lack of new members is doubly worrying because they are the biggest spenders, remember all those circuits and re-launches? We always make efforts in spring to recruit new members, but last year we were unable to do so due to the closure of the club because of foot and mouth. We therefore need to make up two year’s of loss of numbers, so a really big effort all round is called for this time.
The vice chairman will be running a Prospective Members event over Easter, and will require lots of help, so do volunteer if you can be of assistance, and see his article on page 5.
Traditionally the early season courses are not well attended, but they are an outstanding opportunity for members to blow away the weeds of winter, and get back in check and back to proper flying again. Many members are doubly rusty, having not had much flying all last year, so why not take advantage of the up to 40% discount for members and start early this year?
The committee have worked tirelessly over the last year, the foot and mouth outbreak at least trebled the amount of work needing to be done, but one post still remains unfilled. We need a person, probably not on the committee itself, but who is very often present at the club and who uses the catering facility extensively, to volunteer to act as liaison between the committee and the caterers. A requirement would be to report regularly on progress, but this could be in writing or by email as preferred, with occasional short personal appearances at committee. If you can help in this important regard please let a committee member know.
Talking of help, there are some members who are so valuable that it is difficult to find a way of expressing our thanks. John Roberts and his father immediately spring to mind, not only did they provide and fit the new ceiling in the hall area, but they recently did the same for the rebuilt kitchen, all without costing the club a penny. I have mentioned them before in this context, but cannot let the occasion pass for further thanks from us all.
In the same category comes Denise Hughes, who has made a difference in so many ways, her most recent work has been to help with the reconstruction of the club’s parachute covers. Again heartfelt thanks from all of us to Denise.
The Discus has been run successfully as a ‘club syndicate’ aircraft in recent years, but last year this was not possible due to foot and mouth. We are again hoping to offset some of the costs of this expensive single seater by syndicating it again in 2002.
For those who do not know, this is how it works: we own and insure it as a club aircraft, but a ‘syndicate’ gets first call on flying days. If they do not need it, it is available for any suitably qualified pilot to fly, just as any other club glider. The syndicate pay an up front annual fee, which allows them unlimited flying as they see fit, all at no further cost, apart from launch fees. From then on it is up to them to get the most out of it. This system takes the financial risk out of owning such a glider, and allows the ‘syndicate’ to share such a glider without any of the capital outlay normally required. The club gets the benefit of knowing in advance that its costs on the glider will be covered, whatever the weather. Neal Clements is organising the syndicate this year, so if you are interested, speak to him. Do not delay, as there are a number of people already interested.
Since the last newsletter we have lost a great supporter and friend to the club over half a century or so. John Hickling, amongst many other things, was CFI in the 50s but is probably best known more recently as the MGC club historian who has published many interesting insights into the our past. Keith Mansell is writing an obituary (see page 6).
The AGM will take place some time in April, as usual you will be notified by post with a copy of the accounts well before the event.
Here’s hoping for a super soaring season in 2002, and do not forget to get in check and get rid of the winter’s rust on your flying skills. Safety in gliding is probably more associated with currency than anything else, so do it right and enjoy a safe and exciting year’s flying at the MGC.
Iain Evans
The questionnaire results (see page 12) show that your highest priority is to improve the fleet.
The committee is investigating the possibility of sending our oldest K21 (797) away to Poland to be completely rubbed down and refinished including inside the cockpits. We are also expecting the manufacturers to announce a significant life extension in the near future. This would provide an ‘as new’ aircraft at a considerable saving in cost. Chris Harris and Paul Garnham have volunteered to take the glider for her facelift.
Charles Carter
You will have read in this newsletter of the importance to the club of attracting new members and of the Prospective Members Weekend to be held on Sunday 31 March and Monday 1 April. Despite the stampede of volunteers to co-ordinate the weekend I have been chosen for the job and to that end I am writing to tell you that I will be looking for volunteers for the many tasks that these events require.
I have put up a list to cover each of the days on the club notice board and would be grateful for volunteers. If you can help out on either or both of the days please put your name down. Whether you are the most experienced instructor in the club or the newest ab-initio we will find you a job. Even the CFI will be not be immune.
The membership drive is not something that the committee has dreamed up to spoil two days of your flying but is vital to the future progress of your club. Please give a little of your time and do not stand back and depend on others to maintain your club at the forefront of gliding.
Chris Harris
We (which means you as you are paying!) are just about to spend £1291 on having three of our parachutes repacked into new outer containers (the bit you actually see when you put the parachute on your back). The old packs have become very tatty and worn and quite threadbare in places and certainly do not convey the appearance of a reliable last-ditch safety aid. All of our parachutes accrue a considerable number of hours each year being used as glorified cushions. In fact I hope they will never have to be used as anything else! Nevertheless this continual use and abuse does cause a lot of wear and tear. The repacked parachutes will be embroidered with the initials MGC and a number on the pack AND on a new zip up bag. It is my intention to make sure that every club parachute has a numbered bag in which it should be kept at all times. Please will duty instructors make sure that parachutes are taken out to gliders IN their bags and the bag stowed in the glider. At the end of the day please make sure that the parachute is put back in its correct bag before returning it to the warm cupboard for overnight storage. If we make sure this is done we will at least avoid wear and tear when parachutes are placed on the shelves.
May I please also ask all of you to reclip the leg straps when you are taking the parachute off at the end of your flights. This saves damage to gliders and instruments when parachutes are pulled out of the cockpit with leg straps flailing around and metal buckles smashing into things. If you are an instructor set an example – trial lesson and course instructors can encourage this to become a lifetime habit if you make sure you do it when removing parachutes from your students.
Finally we have ‘lost’ parachute number 12. It is the one that has the funny metal shoulder fittings and is not our most popular parachute so I cannot believe that it has been permanently borrowed. It is probably in a trailer somewhere or in the boot of a car. Either way we have lost the use of a parachute. We have just enough to cover all the gliders we can use on a good summer’s day: - 4 two seaters, 2 K23s, the K8 and Discus so WE NEED IT BACK PLEASE.
Every time I make a thorough check of club parachutes, we seem to have to go hunting for missing ones. Often they are in the private owner cupboard or in landrovers or on the retrieve winch. A new parachute now costs about a thousand pounds so we really must start to take better care of them. Please do your bit to look after them.
Last but not least, we all owe Denise Hughes a big thank you for making some very neat sewing repairs to six of our parachute packs, mainly worn shoulder strap edges and Velcro strips.
Keith Mansell
John, who was our CFI from 1952 until 1961 and was flying with us until a few years ago, died aged seventy-four on Wednesday 23 January 2002. Members and former members at John’s funeral in London on 2 February were Cecil Greenhill, Marjorie Hobby, David Ince (John’s predecessor as our CFI), John and Joyce Knotts, Keith and Christine Mansell, Peter Orchard and Mike Randle. Our sympathies in their sad loss are with John’s wife Stevie, and their family.
(A fuller obituary will appear in the next newsletter.)
Ann Parry
Welcome to new members Michael Pettican and Martin Wren.
Congratulations to Henry Wood on going solo and belated congratulations to Colin Troise on going solo last September. He has attended courses regularly, and says, “My thanks to John Stuart for his patient tuition, and to all the other instructors who have given their time and knowledge to help me succeed.”
As I write there are several gliders ridge running, some below the hill, so the ridge must be working reasonably well... It is the first Monday of the all week operation, and our Dutch friends are here again (with a K7 and K13), followed next week by Oxford University GC. They always seem to manage ridge running on their visits. It’s lovely to see wings above the hill on Mondays again.
The weekend weather hasn’t been much fun during January and February, the latter being a particularly wet month. There was a select group of regulars to see in the new year in snowy weather. John Stuart flew with David Nickolaus in east wind wave to 5000 feet on 2nd January, after Simon Adlard had started the new year on 1st January with 14 launches. John Roberts got to 6000 feet in wave on 3rd January, after which there was no flying until 11th January. When flying has happened, Andy Holmes, John Roberts, Chris Harris and Nick Heriz Smith feature for the modest best heights in wave. John Stuart got his first field landing of the year in early, on 18th January, on a local flight, so no first cross-country of the year claim there. Saturday 19th January was very windy, with our visitors from Bicester enjoying 46 bungey launches, along with members. Nick Heriz Smith gained the best height of the day, to 5000 feet.
The weekend of February 16th-17th saw lots of flying, with much aerotowing on both days. It was sunny on the Saturday, with the valleys to the east, south and north filled with fog all day. Jack Harrison visited and gave a talk about meteorology and his website that evening, which was well attended. Flying from Wednesday 27th February included a busy weekend to start March with. Followed by a wonderful day on Tuesday 5th March (don’t you want to know?) with ridge, thermal and wave. Dave Rance ended up over Snowdon at 10,000 feet in wave (the man to watch, he has flown on the best wave days), and Martin McCurdie got to 8,000 feet locally. As well as wave the Dutch got their fix of bungeying.
Ann Parry
Just a reminder to those who have booked, the Annual Dinner is on Saturday 23rd March at the Feathers Hotel, Ludlow, at 7.30 p.m. I haven’t sent out tickets, so will return your SAEs when I see you. Dress is as usual, black tie or lounge suit. I look forward to seeing you there. Please pay Janet or me if you haven’t yet done so (cost £23, cheques payable to Midland Gliding Club).
Rockpolishers is happening as usual this year. Dominic Haughton is the captain. There are training weekends planned, so contact him for details, also see the website and notice board in the club. Contest dates:
May 4th, 5th and 6th at Nympsfield
June 1st, 2nd and 3rd at Long Mynd
June 22nd and 23rd at Usk
July 20th and 21st at Aston Down
Club Weeks are planned for 3rd - 7th June and 12th - 16th August. Come and fly on a pay as you go basis. Martin Moss will be running the June week, as John Stuart is away then. Contact the office for details.
Task Week is the usual week up to the bank holiday, 17th - 26th August.
John and Ann Parry
Paul Garnham presents an analysis of some questionnaire replies on page 12. Here we consider the section concerning the newsletter.
Do you feel that it keeps you sufficiently
informed of club news? 49 respondents
said Yes, 2 said No.
Is the frequency of publication:
Too
infrequent? 1 response
About
right? 49 responses
Too frequent? 1 response
“Bit
dull.”
“Update
website more often.”
“V
good thank you.”
“A
good read.”
“More
content for non-competitors please.”
“Should
be better links/co-ordination between newsletter and website.” (2)
“May
miss events mentioned only on websites e.g.
Telford show.”
“More
articles to stimulate discussion please.”
“V
good! Editors do a good job coercing
members to write.”
“More
dissenting views please!”
“Why
waste all those envelopes? Just put a
pile of newsletters out in the club and get people to sign a sheet to say they
have (or have read) one and later post the rest out.”
“More
content - less often.”
“Make
each issue look different in some way.”
“I
prefer email!”
“Fewer
long articles of specialist interest please.”
“A
few pictures would liven it up.”
When we took over in 1997, our brief from the committee was that the newsletter should come out regularly and frequently, at minimum cost. We don’t think we had a website back then. The newsletter was to be the normal way the officers and committee communicate with you, the members. It is significant that we call it ‘newsletter’ rather than ‘magazine’. But we hope that it is interesting as well as informative - maybe even fun! We are glad that the news and frequency are alright.
It’s your newsletter. This means we rely on contributions from you all. We aim to edit it (work with material you give us), not to write it. So if you have an idea please contact us. We will try to check the website for anything relevant before publishing the newsletter. The website and newsletter are different animals, complementing each other we hope.
To those who commented about the content, we welcome contributions from you, or those people you persuade to contribute. Life and people being what they are, many suggested ideas don’t get written up, and there is only so much chasing we can do. We bully mercilessly the usual suspects, such as chairman, treasurer and CFI, who all respond magnificently.
We would love to include more pictures. Unfortunately the production process cannot do justice to photographs, but we welcome line drawings, cartoons, diagrams... Is anyone other than Roland Bailey able to draw? We look forward to hearing from you.
We are aware of distribution costs. As many of you know, we aim to have the newsletter printed (thank-you to David Nickolaus) and stuffed into envelopes for the first weekend of the month of publication. These are put out in the clubhouse for collection by you. Any remaining envelopes are posted out the following week. This also means that the office can add extra items such as the rota and debt notices at no extra cost.
Finally, a big thank-you to all of you who do write for the newsletter.
Iain Evans
The most useful piece of equipment to the modern day soaring/racing pilot is the Total Energy system.
When a glider is flying it has energy. This is made up of two parts. First is potential energy, this is due to the glider’s height, or altitude. Second is kinetic energy due to the glider’s airspeed.
Therefore:
Total Energy = Kinetic Energy (speed) + Potential Energy (height).
The modern variometer system is designed to show changes in a glider’s energy. You can trade height for speed and vice versa, but the total energy must remain constant (neglecting losses due to drag).
If the air mass that you are flying in is rising or sinking, this will increase or decrease the height of the glider, and hence the total energy, without the pilot changing his airspeed.
There are several ways of measuring the total energy of a glider, however the most commonly use is the TE probe type system. Normally this is seen as a probe in front of the fin or halfway down the fuselage.
It is very important in modern gliders that this system is working properly, because modern gliders have a huge usable speed range. In a modern glass machine such as a K21 it is likely that you will cruise between thermals at a higher speed than you will thermal at. Therefore every time you slow down to thermal, it is pointless having an instrument that shows you the change in kinetic energy due to the glider slowing down.
Remember the important information to the pilot is the increase or decrease in the Total Energy that the glider has. If the glider is losing energy due to air mass movements we fly faster and if it is gaining energy we fly slower. This is commonly known as MacCready theory.
I have stressed that it is important for the modern soaring pilot, to have a system that is working properly. The most common error in a Total Energy system other than a faulty variometer is a pneumatic leak, these are normally found somewhere inside the instrument panel, often due to old PVC tubing leaking around connectors - especially if the tube has been removed and replaced.. The symptoms of this are that when flying in still air and slowing down, the variometer will indicate that you are climbing. Indeed you would be but at a cost. What you are actually doing is converting kinetic energy into potential energy because Total Energy is a constant unless an outside force such as air mass movement changes it. This is sometimes known as stick lift, this is what you may expect if you fly using cockpit static, a useless piece of information.
Total Energy systems can very easily be tested, by pressurising the system. However aircraft instruments are delicate and great care must be taken because it is very easy to damage a variometer. I will be giving a demo on how this can be done using very basic equipment on one of the Rockpolishers training weekends.
Speaker/microphone HM-46 for older ICOM handhelds (IC-A2 or IC-A20). £10 (Not compatible with current models).
Mark Wakem 01244 535301
Ann Parry
Black Knoll sky above
Ancient fields and
trees of old
Leads to flight of gold.
The previous Saturday I’d had my first wave flight in ages, with a flock of gliders patiently weaving up from 900 feet above the ridge north of the club. I’d persisted when others departed as it tailed off, as I was so pleased to be flying again, and eventually got the best height of the day, all of 6,000 feet asl. Well, on Wednesday (31st October 2001) I went to fly again, drawn out by the sunny and windy weather. Everything came together easily, despite the motor glider parked in front of our trailer. The wind was stronger than I’d realised. Barograph on and in. As I waited for my short west launch Chris Harris called he was passing through 11,000 feet above the club. Gold height possible then. I knew JEP and 18 were also flying, the radio later revealing Nick Swales and Dave Rance as the pilots. I launched at 2.45 p.m., knowing I had about two hours of daylight. Would I have a chance?
I tried to mark a low point, which provoked teasing later for my girlie attempt, as I didn’t go below the hill. The air was so strong and lively I couldn’t resist the upward urge, and started climbing as soon as I reached the south end. I should have done at least a couple of beats to mark a low point, especially as the EW barograph was left on 30 seconds sampling. And yes, this does mean that we climbed to 12,000 feet asl. In about an hour. It was amazing. As I worked the rough air tumbling below the wave I thought of calling John Stuart for advice, but was saved the trouble by Martin Moss asking my question over the radio. So I was in the right place then, pushing out towards Wentnor.
Around 3,600 feet I found the transition into wave, and made it. Began climbing at one knot, and then, knowing there was better, soon found it by exploring gently. The averager began reading three knots, and the altimeter was moving visibly, and we sat there, riding smoothly up, the Pegasus singing her wave song. I suppose cloud tops were around 5,000 to 6,500 feet, with huge gaps. No problem there, and clear blue sky above. Still climbing. No gliders near me, as I had climbed away from Trevor in the K23. Around 8,500 feet I lost the lift. Oh no. What now? Usually the problem is falling out the back of the wave. Dave Rance, somewhere with me in sight, called to say I’d flown too far upwind. Sure enough, turning downwind I saw him and found the climb again. Back to three, sometimes four knots on the averager. All this took place between the club and Wentnor. The wind was 30 to 35 knots north of west when I started, but dropped to 20 knots by the time I landed. It doesn’t take long at these climb rates. Then, 500 feet short, I lost the lift again. Hanging helplessly in the blue, where was it? Like an angel, brilliant white against the blue, 18 appeared again, ahead and slightly above, calling to me to fly upwind this time, and reconnect. Which I did, thank-you Dave, and there it was, Gold height. I only took a little over, for I wasn’t going to use oxygen (it’s fitted, but I have never yet learnt how to use it) and didn’t want to hang around up there. Also I didn’t have much time.
I flew south at speed, into sun, to explore the wave cloud at Radnor Forest. But I was so startled by the view north when I checked it that I gave up and flew gingerly back the way compass, sun and GPS said home was until I positively recognised the landmarks. I was unfamiliar with the perspective from 8,000 feet, and found it hard to work out what I was looking at, even down sun. The previous year at a similar height in clear air, no clouds, it wasn’t a problem. I didn’t want to do anything silly and end up landing out, always a possibility, especially on wave days. Once sure of myself we raced at 120 knots for miles, pulling up over Wentnor, knowing no-one would see me. Then I played around, waiting for the sun to set behind the clouds. Climbing was easy, but it was time to descend. The distinctive shape of the Duo was swooping around on the ridge way below me, Paul Stanley and Jon Richards back from flying the wave at Montgomery. And so to circuit and land, having called for wind strength. I loved this flight. It was my time for getting lucky. It was beautiful, and awe-inspiring, to fly silently in that sunlit space at those heights and speeds. Alone but knowing there were airborne friends sharing the afternoon. It was fitting to watch the full moon rising as we finished derigging. A Halloween treat to remember.
Mark Wakem
A couple of weeks ago Tug Pilot B (let’s call him Dave to preserve anonymity) DI’d the tug and found that all four (two each side) of the engine cowling latches were incorrectly fastened. He consulted the DI book (we have one, just like the gliders) and found that the last entry was dated some three weeks previously by Tug Pilot A (call him Mark for the same reasons). The engine cowling doors on the Pawnee use normal aircraft quarter-turn fasteners, but they are mounted on lever latches, the other ends of which engage with ‘pockets’ on the lower cowling. In this case the fasteners were locked but the ends were not engaged.
Pilot B contacted A and an email discussion ensued. A could remember his duty day, having DI’d the tug and then not flown it as we bungied in a strong westerly. Although we didn’t consult the logs it seemed unlikely that the tug hadn’t been flown in the ensuing six weekend flying days, and also we both felt it unlikely that A or any other tug pilot could have managed to get all four latches wrong. So the conclusion is that someone other than a Tug Pilot had a look inside the engine cowlings and then didn’t latch them back correctly.
The DI procedure found the problem and prevented a potentially serious situation developing; but if the same thing had happened between launches, even though we do look at the tug before we get into it (well, a bit), we might not have been so lucky. So if you want to know what goes on inside the tug, ask a Tug Pilot, please don’t just help yourself.
(And do all the Tug Pilots fill in the DI book (when it is there)?)
I assume that the
latches are made that way because the fasteners alone wouldn’t be strong
enough. Hence they might come loose,
followed by the doors flailing up and down until they ripped off and headed
back through the windscreen or tailplane.
Chris Ellis
Due to the severe lack of cross country flying last year many of us are somewhat out of practice when it comes to picking a suitable field and landing therein without damage to the glider or oneself. In order to give all cross country pilots the opportunity to re-hone their skills to perfection before the season gets under way all four weekends in April will be devoted to field landing training.
Flights will be tailored to the experience of the pilot, whether it be a full blown field landing check and cross country clearance or a short refresher. Each day will start with a briefing at 09.00 and end with a debrief. There will be two instructors each day in order to get quick turn rounds and we hope to fly 5 people each day. In the event of a weekend being rained off or blown away we will continue into May if necessary. The charge for use of the motor glider is £1 per minute, take off to landing.
Lists are on the notice board at the club. Please add you name to the day on which you wish to fly.
These weekends are purely for field landing work. If you require a navigation exercise please arrange it separately with one of the instructors as they do take a little longer.
Paul Garnham
A preliminary look at some responses.
51 responses received from 156 sent out.
Response rate 32.7% i.e. useful.
Note - not all respondents answered all questions.
|
under 21 |
0 |
0 % |
|
21-30 |
0 |
0 % |
|
31-40 |
6 |
11.76 % |
|
41-50 |
19 |
37.25 % |
|
51-60 |
11 |
21.57 % |
|
61-70 |
9 |
17.65 % |
|
over 70 |
6 |
11.76 % |
|
Pre-solo |
2 |
3.92
% |
|
Pre-Bronze |
5 |
9.80 % |
|
Post Bronze |
10 |
19.61 % |
|
Post Silver |
27 |
52.94 % |
|
Instructor |
7 |
13.73 % |
|
under 30 minutes |
4 |
|
30 - 55 minutes |
13 |
|
1 hour - 1 hour 55 minutes |
18 |
|
2 hours - 2 hour 55 minutes |
5 |
|
over 3 hours |
9 |
|
Private Owner |
31 |
|
Not Private Owner |
20 |
Possible score range:
1 (unimportant)
6 (very important)
Mid range of possible responses is 3.5.
The mean score was 4.43.
Possible score range:
1 (unreasonable/poor)
6 (very reasonable/very good).
Mid range of possible responses is 3.5.
Mean of scores of respondents:
Prices 3.86
Quality 3.94
Choice 3.96
Availability 4.22
The range of scores was wide!
|
Yes |
23 |
51% |
|
No |
13 |
29% |
|
Maybe |
9 |
20% |
The more vociferous responses came from the “no” voters. Reasons for not allowing others in include security, safety, more walkers, benefit only to caterers, our loss of social life, facilities only sufficient for the members, dilution of our social ambience. Some of the “yes” voters were obviously enthusiastic, mentioning potential for members, social member charges, wider understanding of gliding. The “maybe” voters were mostly concerned to limit incomers to ‘genuine’ aviation people and to give full consideration to all implications. Perhaps monitor a scheme for a year.
1. Fleet
2. Hangar apron/drainage
3. Loos and showers
4. Hangar (not clear why)
5. Briefing room
6. Workshops
7. Airfield
8. Land Rovers
9. Winches
10. Bar
11. Bunk rooms
12. Quiet room
13. Dining room
14. Caravan park
Tarmac car park (2)
Kitchen (1)
Cross country two seater (1)
Task download facility (1)
Weather facility (1)
Tug (1)
Staff pay (1)
General tidy up, removal of caravans etc (1)
|
|
Too Many |
Right Size |
Too Few |
|
two seaters |
5 |
43 |
0 |
|
single seaters |
1 |
41 |
8 |
7 respondents want a cross-country or more versatile two seater.
8 respondents want a better single seater, maybe selling a K23.
3 respondents specifically mentioned maintenance.
3 respondents are concerned about the age of the fleet.
2 respondents want an aerotowing motorglider.